Speed-controlled brake



Feb.` 24, 1931. J. M. DAPRON ET AL. 1,793,589

SPEED CONTROLLED BRAKE Filed Jan. 7, 192B A G INVENTORS uosEPH MDAPRoN AND KD ELLl-:RY mrrrcH -ATTORNEY Patented Feb. 2 4, 193i UNITED STATias'`4 PATENT OFFICE;

JOSEPH n. DArizoN, or s'r. Louis, iIIssoUaI, AND ELLEEY n. EI'roII, or wEsrwoon, NEW JERSEY, AssIeNons lro THE wEs'rINeIIoI'rsE A m BRAKE coiIPANY, or wII.- IIEBDING, PENNSYLVANIA, A CORPORATION or PENNSYLVANIA srEEn-ooNTaoLEED BRAKE 'Application -led January?, 1,998. Serial No. 245,106.`

'1l`his invention relates to brakes, and more particularly to abrake in which the braking power is controlled bythe speed of the train.V

One object of our invention is to provide ,5 an improved apparatus for regulating the braking force in proportion to the speedof the train.

Anotherobject of our invention is to provide an apparatus for regulatin the braking power in-pro ortion to the spee of the train, in which the raking force is maintained at a maximum within the wheel sliding'limit for a given train speed. Another object of our invention is to provide an apparatus ing power according to the speed of the train,

in which means are provided for maintaining a degree of 'braking power independently of the speed control means when theI train is sto ped or is running at a very low speed. ther objects and advantages 4will appear inthe following more detailed description of the invention` In the accompanying sectional diagrammatic view of a speed controlled brake apparatus embodying our invention; Fig. 2 a sectional view of the brake valve device with the rotaryv valve in lap position; Fig. 3 a' sectional view of the brake valve device, with the rotary valve in service application osition; and Fig. 4.a sectional view of the rake vvalve device, with the rotary valve in emergency application position.

According toour invention, means .are pro 'vided for charging a regulating pipe with fluid at a pressure correspondingy with the speed of the train and means controlled by the pressure in the regulating pipe for supplyin'g fluid to the brake-cylinder at a pressure correspondinglwith the pressureof fluid Vin the regulating pipe'.

shown in the drawing, a centrifuge is employed which is mounted in a casing 1. I

The centrifuge may comprise the`usual governor balls 2 adapted to swing on pivot pins 3 andhaving cam arms 4 which bear against a pressure plate 5. The pivot pins 3 are carried by across cured to a driving shaft 7.

The plate 5 is slidab'le on the shaft 7 and for regulating the brak-4 drawing, Fig. 1 is' a In the embodiment sliding-movement ofthe plate is transmitted through a ball bearing 8 to a spring plate 9 which'engages one end of a coil spring 10.-

he other end of the spring engages al s oulder'of a non-rotating shaft 11, the endv of theshaft having a guide portion 12 which extends into a bore provided at the end ofthe driving shaft 7. The other end of the shaft 11, when the shaft is moved longitudinally, is adapted to engage a flexible diaphragm 13.

Carried by aid diaphragm is a crossliead 14 which is pivotallymounted on a member 15 secured to the diaphragm. One end of the crosshead loosely extends through an openjing in a stem carrying a valve 16 and the other end of they crosshead loosely extends through an opening in a stem carrying a v alve 17. The valves 16 and 17 seat in opposite directions, so that movement of the crosshead in one direction tends to seat one valve and unseat the other, while movement in the opposite direction tends to unseat the first valve and seat 'the other valve.

Chamber 18 at one side-of the diaphragm 13 containing the crosshead 14, is connected to a' regulating pipe 19 and the valve 16 controls communication from a main reservoir 2O or other source of fluid under pressure through pipe 21'to chamber 18, while valve 17 controls communication from chamber 18 to the atmospliere. v

In order that the centrifuge may be r0- tated only when the brakes are to be appled,.

a driving pulley 22 may be secured to the end of the driving shaft 7, and the casing 1 is mounted to swin on a pivot pin 23,l the parts being so dispose that the pulley when shifted Wheel, a cylinder 25 is provided, in vwhich ismounted a piston 26. The piston 26 is provided with a stem"27 having'a pin 2 8 secured at the outer end, which pinworks in an elon- `will engage the ytread surface of one. of the 'l gated slotprovided in a-lug29 carried by the A casing 1.

The piston 26 is subjectto the pressure of a coil spring 30 which urges the piston, and consequently the casing 1 in a direction to straight air pipe 33 leads to the seat of rotary valve-38 and the regulating pipe 19 is connected to the piston chamber 40 of aielay valve device 41, which may comprise a casing having a piston 42 contained in chamber 40 and having a valve chamber 43 containing a slide valve 44 operable by a stem 45 secured to piston 42. The relay valve device is also provided With a valve chamber 46 containin a poppet valve 47 having a stem 48 adapte to be engaged by the piston stem 45. A sp1-ing 49 urges the valve 47 to its 'seat and' saidvalve controls communication from valve chamber 46 to valve chamber 43.

The valve chamber 46 is connected ,to the straight air pipe 33 and valve chamber 43 is connected With a pipe 50 which leads to a double check valve device comprisinga casing 51 containing aidouble check Valve 52. One side of the double check valve'52 is connected to pipe50 and the opposite side is connected to a pipe 53. When the double check Valve 52 is in the right hand position shown in the drawing, the pipe 5,0is connected with a pipe 54 leading to a brake cylinder 55. When the double check valve 52 is in its lett hand position, pipe 53 is connected to brake cylinder pipe 54. t

A protection valve device 56 is provided comprising a casing in which a piston 57 is contained. The chamber 58 at one side of the piston is connected to pipe 53. Y

A ball check valve 59 controls communication from chamber 58 to a chamber 60 which is connected to an emergency brake pipe 61 leading to the seat of the rotary valve 380i the brake valve device. The piston 57 is provided with a stem 62 which is adapted to engage and operate the check valve 59 and said stem also extends in the opposite direction and is provided at its outer end with a guide piston 63 which is guided in a cylinder portion 64 of a cap nut 65. The piston 57 is sub'ect to the pressure of a coil spring 66 suc that when the fluid pressure in chamber 58 acting on piston 57 has been increased to a predetermined degree, the piston will be moved against the pressure of the spring so as to permit the valve 59 to seat.

In the release position of the rotary valve 38 of the. brake valve device 36, both the straight air pipe 33 and the emergency pipe 61 are connected to'an atmospheric exhaust port 67, through a cavity 68 in the rotary valve. The piston chamber 31 being connected to the straight air pipe 33, piston 26 Will be maintained in the position shown in the drawing by spring 30, so that the pulley gi is held out of engagement with the Wheel lf it is -desired to elfect a service application of the brakes, the brake valve handle 39 is turned to service position. in which, as shown in Fig. 3, the 'straight air pipe 33 is connected through a port 69 in the rotary valve 38 with valve chamber 37. The main reseivoii pipe 21 being connected to valve chamber 37, fluid at main reservoir pressure is suppliedlto the straight air pipe 33 and flowing through pipe 32 to piston chamber 31, the iston 26 is thereby actuated to cause the pul ey 22 to engage the Wheel 24 The driving shaft 7 is then rotated at a. speed proportioned to the speed ofthe vehicle and the governor balls 2 of the centrifuge move out in the usual manner and cause the cam arms 4 to act on the plate 5, so as to move said plate toward the left an amount corresponding with the speed of the train.

The spring 10 is thus compressed a proportional amount, and a col-responding pressure is transmitted through the shaft 11 to the diaphragm 13. The diaphragm 13 is then shifted toward the left, so that the crosshead 14 operates to seat the valve 17 and unseat the valve 16. Fduid under pressure is thus supplied by theI unseating of valve 16 from the main reservoir 20 to the chamber 18 and the regulating pipe 19. lNhen the fluid pressure in chamber 18 hasbeen increased to a degree slightly exceeding the pressure of spring 10, the diaphragm 13 will be shifted to the right, so as yto permit the valve 16 to seat and cut otl' the further flow of fluid to the chamber 18 and the pipe 19.

Fluid under pressure supplied to the straight air pipe 33, flows to chamber 46 of' the relay valve device and the valve 47 being unseated, owing to the piston 42 having been shifted toward the right by fluid under pressure supplied from the regulating pipe 19 to piston chamber 40, fluid under pressure flovvs from valve chamber 46 to valve chamber 43 and thence to pipe 50. If 'the double check valve 52 is not in its right hand position, it will be shifted tothis position by fluid under pressure supplied to the pipe 50, so

that communication is opened to permit low of fluid from pipe 50 to pipe 54 and the brake cylinder 55. l

When the pressure of fluid supplied from the straight air pipe 33 to valve chamber 43 land acting on the inner face of piston 42,

slightly exceeds the pressure of fluid supplied to the regulating pipe 19 and piston" chamber 40, the piston 42 will be moved to- Ward the'leftsullciently to permit the valve 47 to seat. Since the pressure supplied to the regulating pipe 19is `proportional lto the speed of the train, the relay valve device will operate to spring duced, the higher pressure of iiuid in chamber 18 operates to shift the diaphragm 13 toward the right, soas to unseat the valve 17 while the valve 16 is then vented from chamber 18 to the atmoshere, until the pressure in said chamber is reduced to a degree slightly less than the pressure of spring 10, when the valve 17 will be moved to its seat by' movementof the movement of diaphragm 13 toward the left.

The pressure of Huid being thus reduced in the regulating pipe 19 and in piston chamber 40, the higher pressure of fluid acting in valve chamber 43 on piston 42 will operate to shift the piston toward the left until a port 70 .in slide valve 44 registers with exhaust port 71. Fluid under pressure is then vented from valve chamber 43 and from the 'brakecylinder 55 through pipe 50 untilthe pressure in valve chamber 43 has been re- 44 tofa position, such duced to a degree slightly less than the pressure of fluid in the regulating pipe 19 and in the piston chamber 40, when the piston 42 will move toward the rightso as to cause the valve 44 to cut oi communication between the Yport and the exhaust port 71. 4

With a continuous reduction in the speed of the train, there will follow a continuous reduction in on the diaphragm 13, and consequently the valve 17 will probably not actually open and close but will assume a position, such that the rate of reduction in pressure chamber 18 and in the-regulating pipe 1 9 will be proportional to the rate of reduction 1n the speed of the train. 1n a like manner, the continuous reduction in pressure inpiston 40, will cause the piston 42 to shift the valve port 70 te exhaust port 71 willpermit the pressure in the valve chamber 43 and 1n the brake cylinder` 55 to reduce at a rate proportional to the rate at which the speed of the train reduces.

` The cam surfaces of the cam arms 4 which engage the pressure plate 5 may be shaped to' provide any desired relation between a given train' speed and the pressure applied to the spring 10, but preferably, the cam surfaces are such'that the'pressure exertedv by the 7spring 10 on the diaphragm 13 will be such that the corresponding brake cylinder pressure will be sujiicient to provide the maximum braking power which can be emloyed at a given train speed wlthout causmg the wheels to slide'under average cendrheld seated. Fluid is.

'the pressure of the spring 10- that the opening vfrom- `to the emergency ipe 61 and ball check '59 t0 pipe 53.

rail.

If, however, for' any reason,

the .wheels should stop or tend to stop rotating, the

morerapid reduction in the rotative speed of the centrifuge will cause a more rapid reduction in pressure in the regulating pipe I1 9 and a corresponding operation 'of the 'relay tions'of adhesionibetween the wheeland'the4 i valve device to more rapidly reduce the pressure in the brake cylinder to a point wher'e the normal rate of rotation of the vehicle Wheels will be resumed. l v

ln order to provide for holding the car when standing or when the speed of the'car is very low, a preliminary spring 7 2may be employed which constantly acts on the flex'- ible iaphragm 13 with a predetermined pressure. -The diaphragm 13 is then operated 'by the spring to open thev valve 16 and permit the flow of fiuid4 under pressure to the chamber'18- until the pressure in Said ly in 'excess of the pressure "ci the spring 7 chamber has been increased to a degree slighwhen the diaphragm is operatedto close the i valve 16. A pressure is thus -maintainedat lall times in theregulatingpipe 19v which corresponds substantially vviththe pressure of spring 72, so that when the brakes are applied, if the brake valve is held in service position,

tained in when the train is brought to a stop, a p redeterminedmressure will bemainthe brake cylinder which will cori respond with the preseure of fluidinthe reg# ulating pipe 19 and the pistn chamber 40,

as determinedby theI spring 72. The same brake cylinder pressure will also be provided at very low speeds.

' The brakes may brake valve handle to release position, 1n

vwhich the4 straight air pipe 33 vis connected to the exhaust port 67. Any Huid remaining .in the brake cylinder which i's'not released' by way of the rela valve device, will be exhausted through a y-pass pipe 73 which connects pipe 50 with the straight air pipe 33 and which isA provided with a check valve 7 4 for preventing owof fluid from thestraigh air/'pipe directly to the pipe 50.

1n order to ensure that the .operatormay secure an application of .the brakes even if the centrifuge apparatus or the relay valve device should for any reason fail to funcion,

the brake valveA device, in which a' port 75 in the rotary valve 38 registers with pipe 61, and. in which a port A76*registers-with theA straight air pipe 33. *Fluidunder pressure is therefore supplied in emergency position flows. ast the The doub e check" IUU be released by moving :the

lub

lill

an emergency position is *providedl in piston 57 has been increased' to a degree slightly exceeding 4the pressure of the spring 66, the piston 57 will be shifted so as to permit the valve 59 to seat and thus cut ofi the further How of fluid' to the brake cylinder, thereby limiting the pressure of fluid supplied to the brake cylinder in emergency position to a predetermined degree. v

Upon moving the brake valve handle 39 to release position, the pressure in pipe 61 is released and the check valve 59 will then permit iiow of fluid from pipe 53 and the brake v cylinder to pipe 61 and the atmosphere, and

the pressure in chamber 58 being` reduced to a degree slightly less than the pressure of springu66, the piston 57 will be moved upwardly so as to hold the valve 59 away from its seat.

With our invention, a brake retarding force may be employed which is close to the limit, before wheel sliding takes place, such retarding force being higher when the speed of the train is high, since at high speeds, a much greater retarding force may be appli'ed without possibility of Wheel sliding.

While one illustrative embodiment of the invention has been described in detail, it is not our intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described ourinvention, what we claim as new anddesire to secure by Letters Patent, is Y 1. In a fluid pressure brake, the combination with a brake, cylinder, of, a chamber,

valve means controlled b y the pressure .in said chamber for regulating the` pressure in `the brake cylinder in proportion to any fluid pressure present in said chamber, a spring, a valve device operated according to the pressure of said spring for regulating the pressure in said chamber, and means operated according to .the speed of the vehicle for varying the presv sure of said'spring. 45

2. In a fiuid pressure brake, the combination with a brake cylinder, of means for regulating the pressure of Iiuidsupplied to the brake cylinder including a pressure exerting element, a speed governor'operated in accordance with the speed of the vehicle for' varying the pressure exerted' by said element, and

means associated with said governor for vary- -ing the pressure exerted by said element in proportion to the speed in such manner that the'brake cylinder pressure will provide a maximum vehicle retarding force which willnot cause wheel sliding at any vehicle speed.

3'.' In a fluid pressure brake, the combination with a brake cylinder, of means for regulating the pressure offluid supplied to the brake cylinder including a pressure exerting element,'a speed governor operated in accordance with the speed of the vehicle for varying the pressure exerted by said element, and means associated with said governor for vary,-

to retard a vehicle which consists in regulating the braking force as the speedof the vehicle varies, so that the ratio-between the braking force and the speed of the vehicle remains substantially constant throughout the speed range of the vehicle.

5. In a Huid pressure brake, the combination with a. brake cylinder, of means for regulating the pressure of Huid supplied to the brake cylinder, including a pressure exerting element, and a speed governor operated according to the speed of the vehicle and having governor balls provided with arms having cam faces which operate to effect a variation in thevpressure exerted by said element.

6. In a fluid pressure brake, the combination with a brake cylinder, of' means for regulating the pressure of fluid supplied to the brake cylinder, including a spring, the pressure of which determines the brake cylinder pressure, a speed governor operated in pro portion to the speed of the vehicle and coniprising governor balls havingarms provided with cam faces, and a member in engagement with said cam faces for actuating said spring to thereby vary the pressure exerted by the spring.

7 In' a fluid pressurer brake, the combination with a brake cylinder, of a chamber, valve means operated according to,the pressure of fluid in said chamber for regulating the pressure inthe brake cylinder, a valve device operated according to the pressure applied thereto or varying the pressure of fluid in said chamber, and a vehicle speed con- I `plied thereto for varying the pressure of iuid in said chamber, a Avehicle speed controlled governor for varying the pressure on said valve device, and a spring exertingan initial pressure on said valve device,

y9. In a fiuid pressure brake, the combination with a vbrake cylinder, of a chamber, valve means operatedaccordingto'the pressure of fluid/.in said chamber for regulating the pressure in the brake cylinder, and means for varying the pressure in said chamber comprising a spring and a diaphragm sub- ]ect to the opposing pressures of said chamber and said spring, valve means operated b v said diaphragm for regulating the fluid pressure in said chamber, a speed governor op'- erated in pro ortion to the speed of the train for varying t e pressure of said spring, and a spring actmo' on said diaphragm for operatin said diaphragm and valve means to maintaln an initial pressure in said chamber.

10. In a iluid pressurejbrake, the combinatio'n with a brake cylinder, of a'chamber, valve means operated according tothe pres-- sure of iiuid in said chamber for regulating the pressure in the brake cylinder, means for varying the pressure in said chamber according to the speed of the train, a'brake valve device 'having a service position in which uid under presure is supplied to said valveV means and having an emergency position in which iiuid under pressure 1s ksuppliedto the brake cylinder, indepegdently of said-valve means.

11. In a fluid ressure brake, the combina- A tion with a bra e cylinder, of a chamber, valve means operated accordin to the pressure of fluid in said chamberor regulating' the pressure in the brake cylinder means for varying the' pressure in said chamberv according to'the speed of lthe trainz a'brake valve device rhaving a service posltion in which iiuid under pressure is supplied to said valve means and having an emergency osition in which uid under pressure is supi ied to said valve means and also to the bra e cylinder independently of said valve means.

12. In a iiuid pressure brake, the combination with a brake cylinder, of means for regulating the pressure of fluid supplied to the brake cylinder according to the speed of the' train including a'speed governor and means o operated by fluid under pressure for operatively connecting said speed governor to a rotating element of the vehicle.

,13. In a uid pressure brake, the combinav tion with a brake cylinder, of means for regu- I s lating the vressure of fluid supplied tothe brake cylin er according to the speed of the train including a speed governor and means operated b fluid under presure supplied in applying t e brakes for operatively connecto ing said speed governor to a rotating element :of the vehicle.

In testimony whereof we have hereunto set our hands. Signed by JOSEPH M.- DmoN on the 16th day o December, 1927 'and byl f' L Emmy R. Frron on the 29th day of Decem- Y beam?, v v

l JOSEPH M. DAPRON.

tE LLERY n. FITCH. 

